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US8127750B2 - Method of using lean fuel-air mixtures at all operating regimes of a spark ignition engine - Google Patents

Method of using lean fuel-air mixtures at all operating regimes of a spark ignition engine Download PDF

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Publication number
US8127750B2
US8127750B2 US12/307,402 US30740207A US8127750B2 US 8127750 B2 US8127750 B2 US 8127750B2 US 30740207 A US30740207 A US 30740207A US 8127750 B2 US8127750 B2 US 8127750B2
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Prior art keywords
fuel
hho
oxy
hydrogen
gas
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US12/307,402
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US20100132661A1 (en
Inventor
Dennis J. Klein
Corneliu Dica
Cristian Georgescu
Cristian Pamfilie
Radu Chiriac
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Hydrogen Technology Applications Inc
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Hydrogen Technology Applications Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F02B2043/106—Hydrogen obtained by electrolysis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention refers to a method of using lean fuel-air mixtures at all operating regimes of a spark ignition engine, which can be used for automotive vehicles.
  • the actual fuel consumption of the engine is determined by the air intake, the air-fuel stoichiometric ratio, and the relative coefficient of the air-fuel ratio the engine operates for all types of operating regimes.
  • an oxy-hydric gas produced using equipment disclosed in U.S. Pat. No. 6,689,259 and in the international publication no. WO2005/076767 A3, both in the name of Klein.
  • This gas is obtained by a controlled dissociation, in an electromagnetic field, of alkaline water.
  • This fuel gas, electrochemically active, obtained through the water electrolysis reaction is a mixture of 63-66% hydrogen, 30-35% oxygen and other compounds of these ones such as the hydrogen peroxide.
  • the oxy-hydric gas obtained can be classified in the oxy-hydric gas group and commonly named as the HHO oxy-hydric gas.
  • An example of the electrolyzer equipment used in the disclosures of U.S. Pat. No. 6,689,259 and more particularly, in publication WO2005/076767 A3, is an electrolysis chamber such that a gas reservoir region is formed above the aqueous electrolyte solution, two principal electrodes comprising an anode electrode and a cathode electrode, the two principal electrodes being at least partially immersed in the aqueous electrolyte solution, a plurality of supplemental electrodes at least partially immersed in the aqueous electrolyte solution and interposed between the two principal electrodes wherein the two principal electrodes and the plurality of supplemental electrodes are held in a fixed spatial relationship, and wherein the supplemental electrodes are not connected electrically to a power source, and for each supplemental adjacent electrodes, one is made of high porosity foam based material made substantially of a nickel material (preferably greater than 99% nickel in a foam material where the high porosity electrode results in a composite lattice-like configured electrode due to the use
  • the technical problem that the invention solves consists in leaning the fuel-air mixture further to passing from the present used quasi-stoichiometric ratio (the d-e-f curve) to lean ratios (the a-b-c curve) for partial and high load operating regimes, however at the same time assuring the safe ignition as well as the stable and efficient combustion of the fuel-air mixture, (see FIG. 2 ).
  • the method assures the elimination of the disadvantages of the known fueling method, namely by the fact that for the efficient burning of the lean mixture, the HHO oxy-hydric gas injection is provided at a pressure level of at least 10 bar inside the cylinder, during the compression stroke, after the intake valve closing, so that the hydrogen volumetric fraction in the fuel mixture should be around of 15%-25%.
  • FIGS. 1-5 are:
  • FIG. 1 is a representative pollutant emissions variation chart depending on the relative air-fuel ratio, lambda for a not-fitted spark ignition engine, and for a three-way catalytic reactor fitted engine, respectively;
  • FIG. 2 is a variation chart of the relative air-fuel ratio, depending on the air consumption in case of a stoichiometric spark ignition engine, and in a lean mixtures engine, respectively;
  • FIG. 3 is an explosion limit chart in the case of stoichiometric hydrogen-oxygen mixture
  • FIG. 4 is a representative flow chart of the engine fuelling system with the hydrogen enriched HHO oxy-hydric gas.
  • FIG. 5 is a cylinder-head schematic of a spark ignition engine fitted with an injector for the direct in cylinder injection of the hydrogen enriched HHO oxy-hydric gas.
  • the invention refers to a method of using lean mixtures for all operating regimes of a spark ignition engine provided with a gasoline multipoint fuel injection system into the intake valve ports, and with a direct injection system for the HHO oxy-hydric gas.
  • the method relies in the fact that, besides the classical gasoline, the hydrogen enriched HHO oxy-hydric gas, containing oxygen, too, is also injected into the engine cylinders.
  • the method allows the use of lean mixtures that are characterized by a relative air-fuel ratio increased from the actual values, namely 0.99-1.01, in case of three-way catalytic reactor engines, to higher values of 1.6-1.8, while increasing the compression ratio from 10.0-10.5 to 12-14.
  • the performances restoration of the engine power is possible by managing the HHO oxy-hydric gas quantity injected into the engine cylinders so that the hydrogen volumetric fractions in the fuel mixture being about 15%-25%.
  • the hydrogen enriched HHO oxy-hydric gas which has a complex composition, is kept in an auxiliary tank, at a pressure of maximum 15 bar, so that its temperature should not exceed 695 K, and, therefore, the explosion risk ( FIG. 3 ) shall be avoided.
  • the HHO gas flow is electronically controlled so that to maintain the volumetric hydrogen/gasoline fraction in the range 15%-25%.
  • an additional fueling system provided with an auxiliary tank 1 , a pressure regulator 2 , a one-way electromagnetic valve 3 and a flame arrestor 4 , the gas it is directly supplied into the cylinder 5 ( FIG. 4 ) during the compression stroke, after the intake valve closing, so that to avoid loss of fresh charge from the cylinder.
  • the HHO gas injection is performed in electronically controlled quantities at the pressure of at least 10 bar; it is achieved for the engine cylinder 5 by means of the injector 10 whose nozzle gets directly into the combustion chamber.
  • the initial moment of the HHO oxy-hydric gas injection shall be placed between 100 and 60 CAD (Crank Angle Degrees) before the top dead centre at the end of compression stroke in view of avoiding the gas self-ignition and uncontrolled combustion.
  • the stabilized burning of the lean fuel-air mixtures can be achieved due to hydrogen combustion characteristics that involve wide flammability limits, high burning laminar speed and reduced minimum ignition energy.
  • the HHO oxy-hydric gas, rich in hydrogen contains, besides this hydrogen, the necessary oxygen for the extremely rapid combustion process, and no additional oxygen consumption, form the existing air trapped inside the engine is necessary.
  • the injected HHO gas quantity operates like a pilot and it ignites firstly promoting the combustion inside the whole combustion chamber over a lean gasoline-air mixture.
  • the avoidance management of the knock phenomenon shall be achieved both by combustion stage decreasing, equivalent to an early stage combustion acceleration, and also by diminishing effect of the appearance of hydroxyl radicals further to fuel decomposition during the burning process.
  • the method can be associated with constructive solutions for spark ignition engines with downsized cylinder displacement volume, which are provided with supercharging equipments and with performance ignition systems of high power or energy.
  • the method is applied in view of using lean fuel-air mixtures for partial or high load operating regimes related to a spark ignition engine, by also assuring a stable burning process of these mixtures by means of an additionally injection, directly into the cylinder, of some HHO oxy-hydric gas containing hydrogen and oxygen.
  • the lean fuel-air mixtures have, as compared to the rich fuel mixtures, at the same temperature and pressure levels, a narrower range of the flammability limits and a more reduced burning velocity.
  • the compensation of these effects, in order to facilitate ignition and make the combustion process more stable and more efficient, can be achieved by introducing, inside the cylinder, the HHO oxy-hydric electronically controlled gas quantities that would, thus, grant the hydrogen/fuel volumetric fractions within the range of 15-25%.
  • the method makes possible the modification of the spark timing characteristics upon the occurrence of the electric discharge that must go from the usual domain of 12-40 RAC, which is characteristic for the stoichiometric engines with intake valve port injection, to the 15-50 CAD area which is necessary for the lean mixtures operated engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US12/307,402 2006-07-28 2007-07-26 Method of using lean fuel-air mixtures at all operating regimes of a spark ignition engine Expired - Fee Related US8127750B2 (en)

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ROA200600606 2006-07-28
ROA200600606A RO122556B1 (ro) 2006-07-28 2006-07-28 Procedeu pentru utilizarea amestecurilor sărace
PCT/RO2007/000013 WO2008013468A2 (fr) 2006-07-28 2007-07-26 Procédé d'utilisation de mélanges carburés pauvres à tous les régimes de fonctionnement d'un moteur à allumage commandé

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US20100192879A1 (en) * 2009-02-03 2010-08-05 Ford Global Technologies, Llc Methods and systems for starting a vehicle engine
US20130073185A1 (en) * 2011-09-15 2013-03-21 Robert Bosch Gmbh Predictive modeling and reducing cyclic variability in autoignition engines
US20130074800A1 (en) * 2011-09-22 2013-03-28 Jérôme Obiols Process for controlling the combustion of an internal combustion engine with gasoline direct injection, in particular with controlled ignition
US10494992B2 (en) 2018-01-29 2019-12-03 Hytech Power, Llc Temperature control for HHO injection gas
US10605162B2 (en) 2016-03-07 2020-03-31 HyTech Power, Inc. Method of generating and distributing a second fuel for an internal combustion engine
US11879402B2 (en) 2012-02-27 2024-01-23 Hytech Power, Llc Methods to reduce combustion time and temperature in an engine

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JP5999150B2 (ja) * 2014-08-27 2016-09-28 トヨタ自動車株式会社 内燃機関の制御方法
DE102015214179B3 (de) * 2015-07-27 2016-08-18 Mtu Friedrichshafen Gmbh Verfahren zur Kompensation eines Ventildrifts einer Brennkraftmaschine
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US20100132661A1 (en) 2010-06-03

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